Combined car, train-pipe, and electric coupling.



J. 8. 00m & F. HEDLEYI COMBINED CAR, TRAIN PIPE, AND ELECTRIC COUPLING. APPLICATION men MAY 19. 1914 1,282,777. Patented Oct. 29, 1918.

WITNESSES J. S. DOYLE & F. HtDLEY.

COMBINED CAR, TRAIN PIPE, AND ELECTRlC COUPLING.

APPLICATION mu) MAY 19. I914.

1,282,777. Patented Oct. 29, 1918.

3 $HEETS-SHEET 2.

i i Ill 1.8. DOYLE & F. HEDLEY.

COMBINED CAR, TRAIN PIPE, AND ELECTRIC COUPLING.

APPLICATION FILED MAY l9. 19H.

Patented Oct. 29, 1918.

3 SHEETS-SHEET 3- UNITED STATES PATENT OFFICE.

TAKES, S. DOYLE, OF MOUNT VERNON, AND FRANK HEDLEY, 0'1? YONKIBS, NEW YORK,

ASSIGNORS TO THE WESTINGHOUSE AIR BRAKE COMPANY, OF WIIIHERDING, PENN- SYLVANIA, A CORPORATION OF PENNSYLVANIA.

COMBINED CAR, TRAIN-PIPE, AND ELECTRIC COUPLING,

Specification of Letters Patent.

Patented Oct. 29, 1918.

Original application filed Earth 24, 1913, Serial No. 758,469. (How intent lie. 1,310,294, dated February 90,

1917.) Divided and this application filed May 19, 1914. Serial No. 888,507.

To all whom it may concern:

Be it known that we, JAMES S. DOYL and FRANK HEDLEY, both citizens of the United States, residi respectively, at Mount Vernon and You ers, in the count of Westchester and State of New Yor have invented a certain new and useful Improvement in Combined Car, Train-Pipe, and Electric Couplings, of which improvement the following is a s cification.

This invention re ates to car coupling devices, and also to mechanism for automatically coupling train pipe connections, and electric train line circuits between the cars or other vehicles of a train. One of the features of this resent improvement relates more articularl to a car coup-1i of the so-call d rigid ock type in whic hook shaped projections havin vertical plane surfaces engage each other y a relative lateral movement and are tightly held b pivoted lockin levers, and one of the objects is to provi e fluid pressure means for actuating the locking levers to release the couplers.

Another feature relates to the train pi e coupling devices which are carried by t 0 car couplers, the object being to provide improved automatic valvular means for controlling the ends of the ipe sections, in order to erform the functions of the usual angle coc s, when the cars are uncoupled or when they are coupled together. Another object is to provide means for preventing the closing of the valves in the train brake pipe connections when the cou lers are accidentally pulled apart in or er to permit the escape of air and produce an application of the brakes, but at the same time to permit the automatic closin of said valves when they are intentional y uncoupled and separated.

Still another object is to provide a manuaily operated switch and valve mechanism upon the end of each car, with proper circuit connections to the couplers for eontrollin the release of the locks of both couplers an for settin up the desired circuit connections for t e car control system.

These and other objects will hereinafter more fully appear from the followin description of one form of apparatus em odying the various features of our improvement, the novel construction and combinations being set forth in the claims.

hls application is a division of our original application Serial No. 756,469, filed March 24, 1913. i

In the accompanying drawings: Figure 1 is a horizontal section, taken substantially on the line 11 of Fig. 4,'and showing two counterpart couplers in the coupled position; Fig. 2, a' orizontal section through the hooked'portion of the couplers, showing the same locked together; Fig. 3, a side view of the inside or locking face of the coupler; Fig. 4, an outside elevation of one of the couplers complete; Fig. 5, a vertical section of the switch box, and valve for manually controllin the releasin operation of the coupler mec anism; and%ig. 6, :1 diagram of the electric circuits connected through the cou ler to the switch boxes of the a jacent on s of two cars coupled together.

According to the construction shown in the drawings, the coupler comprises a main castin or coupler head, 12, adapted to be secure preferably by a pivotal connection, 13, to the draw bar (not shown) and having a hook shaped projection, 14, provided with a vertical plane surface, 15, inclined at an angle to the line of draft and adapted to engage and interlock with a corresponding suraw on the projection of a counterpart coupler by a relative lateral movement when said cou lers come together in the act of coupling. ach coupler is also provided with a movable lock,-16, preferably pivoted as shown, and adapted to bear against a surface, 17, on the outer side of the (projection 14, of the counterpart coupler an hold sai couplers securely clamped together when in coupled position, the construction as thus far describe bein similar to that of prior Westinghouse atent No. 708,747, of September 9, 1902.

According to one of the features of our present improvement, fluid ressure means are rovided for releasing t e lock of the coup er, a preferred construction for this purpose comprising a cylindrical chamber formed in the coupler head and containing a piston, 18, which is connected by a rod, 19, with an arm of the pivoted lock, 16, a spring, 20. acting on the back of the piston to normally hold the same and the pivoted lock in its locking position. Fluid under pressure, such as compressed air, may he admitted from a pipe connection. 21, through passage, 22, and port, 23, to the face of piston, 18, to move the same outward against the spring, 20, and actuate the pivoted lock, 16, to its releasing position, as indicated in dotted lines in Fig. 1. Any suitable valve means may be employed for controlling the supply and release of the fluid to and from the cylinder.

For the purpose of establishing a connection for the train pipe lilies through the coupling. one or more passages, 24, communicating with respective pipe connec tions. 40, may be provided through the coupler head, preferably near the center of the coupling faces, and each having a gasket, 25, mounted in the open end of said passage substantially at right angles to the vertical plane, 15, and adapted to squarely engage the corresponding gasket of the counterpart coupler as the two parts come together in line with the plane, 15. The passages are also provided with valves, 26, for opening and closing said passages automatically, as

the couple-rs come together and separate,

said valves having springs, 27, normally tending to seat the same, and stems, 28, extending in line with or parallel with the plane, 15, and projecting through the gasket opening for engaging the corresponding stems of the counterpart coupler when the same are brought together. Flexible pipe or hose may be attached to the respective pipe connections, 40, and 21, in order to provide for the movement of the couplers.

\Vhile it is desirable that the valves should close automatimlly, and prevent the escape of fluid when the couplers are intentionally released and separated, it is also important, in the case of the train brake pipe, that it should remain open and vent to the atmosphere in order to effect an automatic application of the brakes if the couplers should accidentally be pulled apart as when there is a break-ln-tu'o of the train, and in order to provide for this contingency, a small detent, 29, attached to piston, 30, is mounted in a chamber at the side of the valve, 26, and is normally held outward by a spring, 31. to prevent the valve, 26, from closing should the couplers he accidentally pulled apart. In order that the detent may )e automatically withdrawn when it is desired to release the couplers and separate the cars. the piston, 30, is normally balanced as to the train pipe pressure in passage, 24, by the leakage thereof around or through a small port to the space at the back of the piston, from which space a port, 32, communicates with the chamber, 33, of vent valve, 3-1, actuated by the )iston. 35, subject to the fluid pressure at mitted to pipe, 21, and passage,

When the two counterpart couplers come together in the act of coupling, the projections, 14. are guided into the corresponding recesses by the inclined surfaces, and there is a relative lateral movement of the couplers sutlicient to permit the hook shaped projections to clear each other as they enter the corresponding recesses'where they engage and force back the respective locks, 16, against the springs, 20, of the counterpart coupler heads. The projections then move inward and laterally along the engaging surface, 15, to the closed or coupled position in which the locks, 16, spring outward and cnga e the respective surfaces, 17, of the coup er projections and clamp the same together tightly. During this movement along the surfaces, 15, the projecting stems, 28 of the valves, 26, engage each other in the line of this movement and force said valves, 26, back off their seats to their open positions,

at the same time that the gaskets, 25, seat squarely together forming a fluid tight joint, and opening free communication between the respective sections of train pipe lines on the adjacent cars. In the passage of the train brake pipe connection, the detent, 29, is held out beneath the valve, 26, and the fluid pressure of the train pipe equalizes around the piston, 30, and throughout the port, 32, to the vent valve, 31, which is closed.

When it is desired to release the couplers and separate the cars, fluid under pressure is admitted through pipe, 21, and passage, 22, where it acts on the piston, 35, opening the vent valve, 34, and the port, 23, leading into the cylinder of piston, 18, which is forced rutward against the spring, 20, and releases the lock by withdrawing the same to its retracted position. At the same time, the fluid from the back of piston, 30, is vented to the atmosphere through port, 32, valve, 34, and port, 36, whereupon the train pipe pressure forces the piston, 30, and the detent, 29, back to its retracted position and the couplers are free to be pulled apart. As the couplers separate, the projections slide laterally upon the engagin surfaces, 15, and the valves, 26, are automatically closed upon their seats by the springs, 27, thereby preventing the escape of fluid from the train pipe lines. The fluid pressure may then be released from the pipes, 21, and passage, 22, whereupon the vent valve, 34, is closed and the piston, 18, and lock, 16, are returned to the normal locking position ready forbeing again coupled with another car. If the couplers should be accidentally pulled apart at any time, the detent, 29, prevents the closing of the valve, 26, in the train brake pipe connections, whereby the compressed air will be vented to the atmosphere and cause the desired application of the automatlc brakes upon the train.

While various forms of valve devices fpr controlling the supply of fluid to, and its release from, the pipe, 21, for releasing the couplers, may be used, we prefer to employ a device of the character shown in F lgs. 5 and 6, and this feature of our improvement comprises valve means, such as admission valve, 50, for supplying fluid from a sultable source, represented by pipe, 51, to the pipe, 21, and an exhaust valve, 52, for controlling the release from pipe, 21, to the. atmosphere, the valves being arranged in line with each other, and having abutting stems so that one valve opens as the other closes, and both being operated by a stem, 53, attached to the core, 54, of the electromagnet or solenoid coil, 55. A spring, 56, normally holds the admission valve, 50, closed, and the exhaust valve, 52, open when the solenoid is deenergized. For controllin the action of the solenoid we provide a switch box, 57, containing a switch lever, 58, having a handle, 59, and electrically connected at 60, to one end of the magnet coil, 55, while the other end of the coil may be connected by a lead, 61, through an electric coupling between the cars, with the corresponding end of the magnet coil of the counterpart evice on the ad acent car, as indicated in the diagram, Fig. 6. The switch box also has a contact, 62, connected by lead, 63, with a source of current supply, such as a positive tap from the car control resistance, 64, and another contact, 65, with a lead, 66, to a ground or a negative wire connection through the coupling to the adjacent car. The core of the magnet or solenoid is also connected by a rod, 67, with a pivoted arm, 68, having a notch or detent, 69, for holding the end of the switch lever, 58, when the same is turned to its vertical position, engaging the contact, 62, for releasing the loc s of the couplers. A spring, 70, normally holds the switch lever, 58, in its inactive position, as shown in the drawings, in which the couplers are locked together, or in which thelocks are in position for coupling.

When it is desired to release the locks of the couplers, the switch lever, 58, on one of the cars, is thrown to its vertical osition, in which it en ages contact, 62, there y energizing the coil s, 55, of the solenoids upon the adjacent ends of both cars by current through wires, 63, 60, 61, on the one car, and through the coupling and wires, 61, 60, switch bar, 58, contact, 65, and lead, 66, on the other car. Both solenoids then 0 crate to close exhaust valves, 52, and open t e admission valves, 50, against the springs, 56, and the fluid pressure beneath the'valves, thereby sup lying fluid pressure to the pipes, 21, and releasing the ocks, 16, of both provide two additional couplers as before described. At the same time, the pivoted arm, 68, is drawn down by the core, 5 of the solenoid and the detent or notch, 69, holds the switch lever in said position until the solenoid is deener- -gized. When the couplers are then separated by pulling one car away from the other, the circuit, 61, is broken and the coils, 55, are therefore deenergized, whereupon the spring, 56, operates to close valve, 50, open exhaust valve, 52, and raise the solenoid, and the detent arm, 68, to free the switch arm, 58. The spring, 70, then returns the switch arm to its normal position in which it engages the contact, 65. It will therefore be seen that it is only necessary for the o erator to set the switch lever to the unlocE- ing position, and give it no further attention, as it will be automatically returned to its normal position as'soon as the cars are separated.

In order that the control circuits on the car on which the switch lever is set for releasing the couplers may be in proper condition for controlling the car to propel the same, while the control circuit on the adjacent car is temporarily interrupted, we may contacts, 71 and 72, in the switch box, said contacts bein connected by a spring bar, 73, operated y the movement of the switch lever to its normal position, and disconnected when the lever is moved to its releasing position. One of these contacts is connected by lead, 74, with one terminal of the line switch, coil, S, while the other contact, 72, is connected by lead, 75, through the coupling with the corresponding contact of the counterpart switch box at the proximate end of the adjacent car. As the other terminals of the line switches upon the respective cars are connected b a train line circuit, 76, it will be seen t at when one of the switch levers is set for releasing the couplers, the control circuit through the line switch of that same car will be alive and in condition to control the ropelling motors to move that car away cm the adjacent car on which the circuit to the line switch is interru ted by the opening of the same at contacts, $1 and 72, of the swltch that was thrown. As soon as the cars are separated, either car may be controlled in the usual manner.

It will now be apparent from the foregoing description, that we have provided an improved and efiicient coupling apparatus by means of which the draft connections, and the fluid pressure train pipe lines are automatically coupled and uncoupled whenever a car is added to or detached from the train or another car, the only attention necessary on the part of the motorman or operator being to throw the release switch handle when he wishes to detach one of the cars.

Having now described our invention, what we claim as new and desire to secure hv Letters Patent is:

1 In a car coupling, the combination with a coupler head. a movable lock. and a piston for releasing said lock, the locks of two counterpart couplers of adjacent .ars being adapted to hold said couplers clamped together, a magnet valve device on each car for controlling the pressure acting on the piston. a circuit extending between the cars and conneoting said magnets, and a switch device on each car for controlling; said circuit.

2. In a car coupling, the combination with a coupler head, a movable lock, and a piston for releasing said locks, the lock of two counterpart couplers of adjacent cars being adapted to hold said couplers clamped to gether, a magnet valve device on each car for controlling the pressure acting on the piston, a circuit extending between the cars and connecting said magnets, a switch on each car for controlling said circuit and having means for normally holding said switch in locking position. and a detent governed by the magnet coil for temporarily holding said switch in releasing position.

3. In a car coupling. the combination with a coupler head, a movable lock, and a piston for releasing said locks. the locks of two counterpart couplers of adjacent cars being adapted to hold said couplers clamped together, a magnet valve device on each car for controlling the pressure acting on the piston, a. circuit extending between the cars and connecting said magnets, car control circuits also extending between the cars, and a switch device on each car and having contacts for controlling both the magnet valve circuit and the car control circuit.

New York, New York. May 18, 1914:.

JAMES S. DOYLE. FRANK HEDLEY.

Signed in the presence of- WARREN Mucus, CHARLIE V SMITH.

Correction in Letters Patent No.1,282,777.

It is hereby certified that in Letters Patent No. 1,282,777, granted October 29, 1918, upon the application of J nmes S. Doyle, of Mount Vernon', and Frank Hadley, ol' Yonkers, New York, for an improvement in "Combined Car, Train-Pipe, and Electric Couplings," the grant shows the pat-cut to bc issued to the inventors said Doyle and llmlluy, whereas it should be stated after line 5, They having assigned their right, title, and interestto The Westinghouse Air Brake Company, qf Wilmer-ding, Pennsylvania, a corporation of Pennsylvania; strike out present line 13 and insert The Westinghouse Air Brake Company, its successors or assigns; and that the said Letters Patent should be read with this correction therein that the same may c0n form to the record of the case in the Patent Ofllce.

Signed and sealed this 22d day of April, A. D. 1919.

[sun] F. W. H. CLAY,

Acting Commissioner of Patents. 

